JPH02197909A - Controller - Google Patents

Abstract

PURPOSE: To control a relating device connected to a controller during use by rotating a handle to a prescribed angle position in response to operation force. CONSTITUTION: Force inputted by a pilot increases the force to act on two pressure sensors 55 and decreases the force to act on the other pressure sensor pair 54. During the request of the action of rapid force, when a control lever 2 is moved in back and forth directions around the lower end of a supporting structure 3, the pressure sensors 54 and 55 are vertically moved and a pair of the pressure sensors respond to the increase of a contact pressure with a head. When the control lever 2 is at an elevated position, the rapid force is applied and the control lever 2 is instantaneously moved to the backmost position, the pressure sensor 54 attached to the back supplies electric signals corresponding to the maximum increase portion of pressure and the pressure sensor 55 attached to the front supplies the electric signals corresponding to the maximum discrease portion of the pressure. Thus, the control lever 2 is driven to the elevated or lowered position by an elevating/lowering driving motor 23 through a gear case 41.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides a control device that allows the operator to control the associated devices connected to the control device during use. 11Jru. For example, the control device may be a thrust increaser for hand control or autopilot control of an aircraft engine (
However, the ν1 device of the present invention can control the forward/slip/reverse thrust operation mode of an I11-cylinder or multi-engine engine. It can be used to make 8. However, it should be noted that the invention can also be applied to other types of control t111 devices.

l, ll For 120 devices, manually -I
It is common to include control members, suitable output means, and final mechanical connections to the associated equipment to be controlled. 2. Movement of the control member is by computer or self-control by which the lotus ribs can be moved manually. 'I
011 can also be 0 manually eroded control 822 1
An example is the applicant's 15th patent application No. 8008846 (8031
2 for issue 1021! ! has been done.

Output 2 stones is vl! Follow the movements of the 21st section and do these faithfully! Ian to IIl connected device under Ill9Il
The output device may be a mechanical device connected for communication to a mechanical connection of the Nn. Electronic/
The apIX! may consist of an electrical or -like optical signal transmitted by wire or fiber optic cable to an optical converter. In , the use of a digitally modified signal to represent a negative zero produced by the OII and conveyed to the digital data bus provides a so-called fly-by-wire system.

Similarly, in aircraft, digitally rectified optical signals serve the same purpose as fly-by-light systems.

This invention is basically like this &1Itl菰i&:r
A, and the present invention is applicable to any known automatic or manual fly-by-wire or fly-by-wire
It should be understood that it is commonly used in conjunction with light systems.

Ko'tX! In certain flight conditions, for example, when the pilot and the aircraft are subject to the acceleration of gravity, a well-known phenomenon occurs. The movement of 211 members is often difficult to understand.
Although pilots of two aircraft exhibiting Ilfl are required to have reasonable experience, such flight conditions with U-leg members require different levels of thrust from one engine of the aircraft, for example. It is to respond to the force exerted on the vI ta 11 part by the pilot. 1L11! ;! Other requirements for the diaphragm control member are as follows.

a) Appropriately responding to relatively small changes in demand; b) Δ-increasing demand during progress () and instantaneous maximum or minimum demand (1111) The application of aperture is known as r Slams J); C) the quasi-association of tactile feedback to the operator indicating the level of demand; and d) the ability to distinguish between sudden changes in demand. Undesired changes, such as sudden shutdown of aircraft gases, turbines, and engines during flight (
Safety system to prevent 11 chains).

e) Self-confidence operation corresponding to the detector installed in III Tsuji% 71Pi vertical control, and f) a second operation for manually movable operation of the υIts member, for use in situations where the operator is trained to control the II-linked device. anniversary of someone's death.

Depending on the condition of the aircraft, this will inevitably result in the setting of the main aperture [11] in μ training flight beaches.

Most of the above-mentioned Hihojo 1'F is applied to the aperture of Kou 2 aircraft! , [l! However, in addition, it should contain vII2 (preferably preferred 1 listed below) mold.

a); Aircraft should not impose unacceptable work burdens on the operator; this is an ever-increasing requirement for military aircraft pilots. In 1), it is 6 days. In addition to flying aircraft, pilot pilots are often required to maintain a complex array of weapons, electronic equipment, electronic surveillance equipment, electronic equipment, computers, and communications. .

b) The structure should be semi-sized to allow for easy expansion with the addition of associated equipment.

c) the minimum amount of space available for the 2II control member should be taken, and d) the control member should be operated under a wide range of ambient conditions and by an Ill device that has been modified to accommodate changes in operating conditions. should be able to When applied to aircraft, the carry case should be universally applicable to both civil and military aircraft, meet standard aircraft midway requirements, and be small. It is not affected by the accelerating force of the force.

According to the present invention, the vIt2Il device electrically connects the control member and the front 1+lI Gobe shrine to one side during operation from a stowed position that is inoperable and does not interfere with the operator. 1, optically, or any other 15
It's being continued! It includes means for transferring the actuating position 2 corresponding to the force exerted thereon by the operator in order to change the position.

Further according to the invention: 1) the handle is rotated in response to the force exerted thereon by the operator and rotated about an axis transverse to the direction of application of the force; Control I! M'a containing 514
HH is making money.

Preferably, the angular position of the handle is set to 1?
! to provide the operator with an indication of the current requirements above.
! IA! g f on the core! Means is provided for rotating the handle in response to a request.

Preferably, the control member can also be automatically &I]I211 by the system comparing the activity of the desired associated device with the measured activity of the associated device.

Preferably, the &II control member responds without movement to the application of progressive forces by the operator. The target, the relevant member, is the focus of one's strength. Due to the "throttling of power" and the old 2nd generation, the device is mechanically connected to the control device, that is, the engine control device, but it is not connected to the operation,
and of the engine! ! nll11 Unreasonable modification to actuate the device in a vague manner and the power to sense the attempted actuation of the lever by means of electrical, optical, or other mechanical signal transmission lines to the actuator. Feeling! ] The engine vI which has a calibration lever connected by the system of 3.
'QD'A 7J tasted 0. The difference in such forces is extremely small compared to its fully mechanical counterpart, and quantitatively this lever can be used by PiQ technicians using only the thumb and forefinger to apply the required pressure. Small enough (good) to be operated with one hand.

(Speaking in terms of addition, it is possible to respond to Slams limited to the following depending on the force and the fit movement.

At the LA Ogori Shrine, the lever is usually kept in a container.
and a position in which the lever protrudes from the container.

The means for moving the lever between the stowed position and the operable position consists of an electric motor and a lever that is connected to move the fulcrum of the lever up and down. One end of the lever can be raised to protrude from the container 3 or lowered to be retracted into the container. Therefore, the handle is provided so that it can rotate from the fulcrum to the four parts of the lever that are sagging. It consists of an elongated member and means for rotating the handle to accommodate the demands on the associated equipment.

The container may be a cabinet within, or form part of, a flight control assembly of the aircraft, preferably in the war 0t+1 application the container is the cabinet to the pilot's left.

When applied to an aircraft as described above, the means for rotating the handle includes an electric motor provided inside or close to the handle, and a transmission device for transmitting the rotation of the electric motor to a corresponding rotation of the handle. It is becoming more and more. The LII control device also provides an electrical signal in response to raising or lowering the lever. ] Can include vessels.

Therefore, when the lever is in the stowed, inoperative position, the sensor will give an O signal to the associated device, or no signal at all, and when the lever is in the actuated position, the sensor, provides a lever position ζ or force response signal, or provides an indication to the pilot that the lever is in a position for actuation. ! The fk detector is used to detect whether the lever is in the stowed position or in the inactive position in order to give an iR number indicating whether it is in the stowed position or the inactive position and a signal indicating the magnitude of the force applied to the lever. and an actuable position, and one or more B-force transducers fixed to and responsive to the force applied to the lever.

Embodiments of the invention will be described below by way of example with reference to the drawings.

In the following description of the embodiments shown in the drawings, elements common to two or more drawings are designated by the same reference numerals for ease of reference.

The pilot power throttle is shown mounted in Figure 1 and is designed to be installed in the control room of an aircraft, especially a military aircraft such as a fighter jet. Such a gas throttle is placed on a console near the pilot's left hand in a single-engine military aircraft or in the center console when installed in a multi-engine commercial aircraft. The upper outer surface of the console is designated by 1. The cassette throttle consists of a control lever 2 whose lower end is fixed to a liftable support structure designated by 3. The control lever 2 can move within a limited range in the backward direction.The forward direction is the right direction in Figure 1, and the rear direction is the left direction in Figure 1.The range of movement back and forth is 0. are limited, respectively indicated by arrows A, B, and are determined by the various tolerances of the elasticity and dimensions of the supporting ellipsoid 3.

A unique extendable handle 4 is rotatably housed at the top end of the control lever 2 so as to be rotatable around an axis that crosses the front-rear direction, that is, an axis perpendicular to the plane of the paper in FIG. 4 will be explained in detail later with reference to @3A, 3B, and 4.

The support support body 3 carries four pillars 8.

These columns 8 can have a height of: l1ln and are equipped with hepts 9 that cooperate with two pairs of pressure sensors 54, 55, a front pair and a rear pair. Two of the pillars 8 are support structure bodies 3
The pressure hept 9 is attached to the front of the Kaida lever 2 at , and the pressure hept 9 is directed to two pressure sensors 55 attached at the front. The remaining two struts 8 are installed behind the #J11J lever 2 on the support structure 3 so that the pressure hept 9 can be connected to the two rear-mounted pressure sensors 54. In operation, assuming that the control lever 2 is in the raised position, the back and forth movement of the Kaida lever 2 causes the support structure 3 to pivot around its lower end, causing the pressure sensors 54,55 to move up and down accordingly. Move.

The control lever 2 is normally located in a recess 12 in the console 1. This recess 12 has vertical parallel walls 13, and these vertical parallel walls g and 13 are separated by a distance M slightly longer than the length of the handle 4 in the front-back direction. The depth or height of the vertical parallel wall 13 corresponds approximately to the depth of the control lever 2 in the lowered state.

The reason for this dimensioning will become clear from the detailed explanation below regarding the retraction of the handle and control lever.A generally arcuate elastic member 14 is suspended from the lower end of the vertical parallel u13. ing. This elastic member 14
seals the lower chamber, prevents dust from entering this lower chamber, and is provided with a slot for passage of the control lever 2. This slot is dimensioned to have a shape and size approximately equal to the cross section of the control lever 2. Thus, although the control lever 2 normally does not move significantly when gradual forces are applied to it, it does move when a sudden force is applied, causing it to pivot around the lower end of the support structure 3 and into the slot in the elastic member 14. allows such movement.

When the control lever 2 and the support structure 3 are in the lowered position, there is no contact between the pressure sensors and the head 9; when the control lever 2 and the support structure 3 are in the raised position, all four pressure sensors 54. 55 is activated by suitably adjusting its height relative to the support structure 3 so as to bring it into contact with the head 9.

Normally, the pilot is raised by the handle 4! When gradually applying a force to the control lever 2 at reduce When the control lever 2 is moved in the rearward direction around the lower end of the support structure 3 during a request for the application of a sudden force, the pressure sensor 5
4.55 moves up and down, and a pair of pressure sensors respond to the increase in contact pressure with the hepto 9.

When the control lever 2 is in the raised position, a sudden force is first applied, and the control lever 2 momentarily moves to its maximum rearward position (arrow B in Figure 1), the pressure sensor 54 mounted at the rear detects the pressure. Corresponding to the large increase in volume; supplying Qi signals,
On the other hand, the pressure sensor 55 mounted at the front provides an electrical signal corresponding to the maximum decrease in pressure.

The support structure 3 is a gimbal attached to the jack member of the screw jack mechanism 40 as indicated by the reference numeral 5. The handle support column or control lever 2 supported by the jack member can be driven to a raised or lowered position by a raising/lowering drive motor 23 via a gear case 41. The handle support column 2 is bolted to a platform 47 as shown at 46, and the legs 48 of the platform 47 are attached to the anvil 7. The anvil 7 is provided with a clearance hole 11 through which the motor 23 and gear case 41 can pass during ascending and descending operations. The anvil 7 is operatively mounted on two cylindrical shafts 50 which are fixed to a bracket 51 with nuts 52 and suspended vertically downward therefrom. Bracket 51 is secured to wall 13 of the container or chamber by nuts and bolts 53. The pressure transducer or pressure sensor 54,55 described above is arranged in the hole 56 on the underside of the bracket 51.

Platform 47 includes a central internally threaded hollow column 49 that cooperates with threaded jab 11141140.

Engraving of Ming #0 (no changes in content) Anvil 7, platform 4t7 and support pillar crab,
1 lever in the high upper row position, and in the O position, the handle 4I protrudes upwardly and downwardly, and the gimbal J
It can be operated completely by turning. However, the anvil 7, platform duct and support column
When descending in the tortoise tube to the position shown in the figure, the handle is completely retracted into the contour 10, so the upper surface of the handle is almost continuous with that of Table 1, forming the fc outer surface.

The column lowering drive motor tacho JO operation is controlled by the raising and lowering valve and button electric switch Koda and Coj (jth MNM) v, which is controlled by the Konz/C
) installed in the upper iio.

When the power rod is in the downward position as shown in the figure, the engine is completely shut down and the power rod is at the engine speed. However, when the lever ζ is in the active position g10 and no deliberate selection is made of the lower push button SO, inadvertent engine shutdown is not possible.

Revision of Specification (Content 6 unchanged) The power steering handlebar is of a unique design that provides the pilot with tactile information regarding the pilot's selected engine control requirements. /S end 4/L is 111! as shown in FIG. 1 and FIG. The elliptical deformation shape in Fr11 also changes in O. The reason for this will be obvious.

The handle assembly consists of a 3s+ cylindrical sleeve mounted on a bearing in an elongated carriage member 26 (Figure JB). The sleeve core 0 is attached to the +C1 section so as to rotate about the center of the carriage member roller, and is connected to a freely rotating roller that holds the scales machined in a square 'e1m-/K shape on its outer periphery. Become. The No. JCI sleeve 21, which has a larger diameter than the sleeve cores arranged at equal diameters, has a square cross section with a machined embroidery, but the control member - Kml is defined. .

Sleeve 2S is the outer sleeve core of λ pieces.

Although arranged asymmetrically between the handle drive motor and the planetary gear box JOf, it is supported in the bearings JJC) and the drive shaft Jl of the specification (no changes in content). have This is done by passing the sleeve coat $1-j1 near the center of the carriage member AC1cP and inserting it into the carriage member roller.
Attached with nuts and washers 3.3. Thus, during operation, the motor cob rotates the sleeve core about the sleeve 21 eccentrically at the carriage member roller vt.

All S@O sleeves are tightly wrapped with a belt that has a toothed inner surface that engages the machined teeth of the sleeve. The upper side of the lever is pivoted by the narrow O groove Kj&.By the rotation of the drive motor t, the carriage member roller rotates counterclockwise at a slow speed depending on the tooth I box JOID ratio. As can be seen, depending on the direction of rotation, the rotation of the drive motor raises the jiiJ end of the 4I and lowers the rear end, or vice versa.The 1/kA dynamic motor code is: As detailed with reference to Figure 7, the lever is driven in the appropriate direction in response to frontal motion and a corresponding pressure signal from a pressure source. engraving (
(No change in content) By restricting the force in the movable position and pushing the handle forward by the pilot (from left to right in the unit shown in Figure 1), the drive motor code drives the gear box J. This causes a clockwise rotation of the carriage member rollers, and then the steering wheel rotates 1nOJ1. causing elevation and lowering of the front end.

The third figure shows three positions: hand/L-y. In the horizontal position, that is, the carriage member roller 0 longitudinal axis is at position C/-D/, and the lever is at the ascending position el.
During the K position, the force lever is active and the engine start position is aligned, and the longitudinal axis of the carriage member is vertical in response to the increase in thrust required by the pilot pushing the handle forward. 6c where the largest dry thrust is required from the engine when lifted to position C code D2
F heart top neck C! At j-Dj, a large 'p5 heating is requested by the pilot.

Purification of the specification! F (no change in content) Viloft compares thrust with 1iOJ -D,? or when attempting to reduce from the CJ-D-5, he pulls back the handler, thereby causing the gearbox output shaft to rotate and cause the carriage member AD to rotate counterclockwise, thereby: The forward end of the handler rises, the aft end descends, and the pilot feels resistance to reducing thrust demand.

In scattering, when the engine is switched off, the carriage member roller is horizontal, CI-DI is in place, and the power lever is in rest position.

The pilot selects the lower switch control j to retract the handler t-i during the upper '#IO' of the control as shown in FIG.

Regarding electric gear, I will explain it below with reference to the 7th verse. This O system has - power supply units clt-, which f'I supply DC% power to pressure sensors 5d and jS.
The O supply DCt force trap is connected to the rising/lowering switch through diode 7 and rising switcher and lower switcher, and switcher 5.
Lowering drive motor J Ming 111! Engraving of 1 book (no change in content) K is connected. The outputs from the sensors 5 and 55 are connected to the preload stop circuit 73,
This may be in the form of a simple ratio regulator which stops the raising/lowering drive K when sensors 5 and 55 reach a predetermined preload. The outputs from DA and 5s are processed by signal conditioning circuit 74I to increase/decrease demand suppression circuit 75 and ? The outputs of the 0 circuits 75 and 76, which are sent to the O: The 0 circuit 7S and the 0 output which can contain the digital data mother k carrying the appropriate request signal are roughly:
It is connected to the drive motor knob via the handle drive motor control circuit 7X. The controller 7S is equipped with a confusing JI joint circuit circuit, and therefore gives appropriate request instructions and "misleading" to the steering wheel O rotation ratio @d% in response to changes in the thrust demand by the pilot. It can be made into something artificial. Clearly circuits 75, 76 and 78 can take the form of circuits 75, 76 and 78.

In operation, the algorithm can be as shown in FIG. When the handle is in the up position, all of the sensors are preloaded as determined by preload circuit 73. Thus, the movement of the handler is caused by the sensor sI1. This causes an increase in pressure that is sensed by the ss knuckle and the sensor 5 da.

This causes a decrease in pressure O that is sensed by SSO and one other. Each request monitor5. 6 is a signal conditioning circuit 7
1I, 7) t''l signals (one signal for pressure increase and one signal for pressure decrease) are received, the latter signal being used as a comparison to determine the fineness of the other signals. 9! The request monitor has voting logic 1, which provides the appropriate deformation request signal f to the engine control U3-nit;
Simultaneously, the trap is output to the handle drive motor knob via the drive motor restrictor 7g. Pyro at sufficiently high pressure 2) To request O, move hand A to position CJ to D as shown in Figure 9. Pilot: Terminate the engine. When the force II is turned on, the force II returns to (!/ - D/ position fIL. The pilot then selects the lower switch 5 and the drive motor J moves toward the handle f:aK/ as shown in the figure. When lowered into position, all power to the engine is removed.

Many variations and improvements to the dormitory embodiment described above will be suggested to those skilled in the art, and this invention is in no way illustrated! ! Obviously, such control levers are not limited to
It can also be applied to applications other than gas turbine engine control in aviation.

The electronics in FIG. 7 may be an electronic I!I'l control module conveniently located below the levers in the controller I, 1" and S and O in FIG. 7.

[Brief explanation of the drawing]

Figure 1 shows the power squeeze υ0 in the 1st position when it is stowed away Figure 0
Figure 11 of the side lying along the Mu person l1Irc, the first figure is a plan view of the force squeezer in Figure 1 with the drive handle 1 removed for clarity;
Figure J is an engraving of the specification taken along line 0B-B in Figure 1 (no change in content); a partially cutaway plan view of the drive handle of the force squeezer; The pan view of the support plate below the handle, the tq diagram is fI showing the final angular position f11 of the handle.
L, Figure 7 is a cross-sectional view of the handle shown in Figure 7, Figure 5 is a cross-sectional view of the force squeeze lever taken along the line 0D-D in Figure 1, Figure 1X is a cross-sectional view of the handle shown in Figure 1, and Figure 1 is a cross-sectional view of the handle shown in Figure 1, taken along the line 0C-C in Figure 1. The angular cross-sectional view of the force throttle, the incorrect diagram is shown in Figures #1 to 6, and the circuit diagram of the Pocket diagram for the control Ll equipment related to the force throttle, and Figure S is shown in Figure 7. a schematic circuit diagram of the electronic control unit associated with the force restrictor;
Figure 1 is an operational flow diagram related to the power teaching system in Figure 1, and the algorithm, Figure 10 is the algorithm for the power training system in Figure 9, and Figure 10 is the algorithm for the power teaching system in Figure 1.
Show parts. In the figure, /, , Konzuru, Ko06. Lever, 300. Gimbal, Da06. Handle, Ri01. Anvil. Ft'g, 2°Fig, 70°

Claims (1)

[Scope of Claims] 1. A control member responsive to a force exerted on the member by an operator, and pivotably mounted on the control member for rotation about an axis transverse to the direction in which the force is applied. a controlled handle, means for rotating said handle to a predetermined angular position according to said force and each indication among a number of operations required of the associated device to which the control device is to be connected during use; a control device 2 having: means for moving said control member from a stowed position where it is in a state where it can be operated and does not pose an obstacle to the operator to a position where it can be operated to control said associated device; A control device (3) according to claim 1, wherein the control member is responsive to an electrical signal indicating a result of comparing a desired operation of the associated device with a measured operation of the associated device. The control device 5, control member according to any one of claims 1 to 3, wherein the control device 4, control member according to any one of claims 1 to 3, wherein the control device 4, the control member responds without movement to the application of a gradual force by an operator. A control device (6) as claimed in claim 4, which is a force throttle for sensing the intended movement of the lever by manual or automatic operation and for generating a control signal for controlling the associated device or system. a lever connected by a system of force sensors for rotating the handle, a handle rotatably positioned at one end of the lever, and an associated device for rotating the handle to a predetermined angular position depending on the magnitude of the demand; and means for moving said lever from a retracted position to a position in which it projects from the container, the operator generating a normally unexpected control signal to said associated device. 7. A control device (8) as claimed in claim 6, including a safety device for preventing use of said lever to 8. A control device as claimed in claim 7, comprising an electrical switch device actuable only to stow said lever whenever in a selected one of its positions, the container being a control console of an aircraft cockpit. or forming part of a cockpit.
Control device described in